Traveling controller for vehicle

ABSTRACT

A traveling controller for vehicle includes a first computing unit, a traveling control unit, a first calculating unit, a second calculating unit, and a second computing unit. The first computing unit is configured to compute control information on a traveling control of an own vehicle. The traveling control unit is configured to perform the traveling control on the basis of the control information. The first calculating unit is configured to calculate estimated positions. The second calculating unit is configured to calculate estimated position reliability on the basis of pieces of positional information, including information on one or more estimated positions. The second computing unit is configured to compute the control information on the basis of one or more estimated positions when positioning information, lane line information, or both is undetectable. The traveling control unit is configured to continue the traveling control until the estimated position reliability becomes equal to or less than a threshold, when the positioning information, the lane line information, or both is undetectable.

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority from Japanese Patent ApplicationNo. 2017-070131 filed on Mar. 31, 2017, the entire contents of which arehereby incorporated by reference.

BACKGROUND

The technology relates to a traveling controller for vehicle thatgenerates a target course along which an own vehicle is to travel and socontrols the own vehicle as to travel along the target course.

Various vehicle-related proposals have been proposed and put intopractical use on automatic driving techniques that allow a driver todrive more comfortably. For example, Japanese Unexamined PatentApplication Publication (JP-A) No. 2013-97714 discloses a technique inwhich a lane width of a lane recognized from an image is compared with alane width, obtained from map information in relation to a position ofthe own vehicle, to thereby determine whether the lane recognized fromthe image has been recognized erroneously. The image is captured by anin-vehicle camera, and the own vehicle position is detected on the basisof GPS information. In the technique disclosed in JP-A No. 2013-97714,when it is determined that the lane recognized from the image has beenrecognized erroneously, a lane line located on the side on which thelane has been erroneously recognized is determined by means of a lateralposition of a preceding vehicle recognized from an image captured by acamera that captures a region in front of the own vehicle. The techniquedisclosed in JP-A No. 2013-97714 thus performs a lane keeping controlthrough correcting, on the basis of a result of the determination, atarget lateral position directed to keeping of the lane.

SUMMARY

An aspect of the technology provides a traveling controller for vehicle.The traveling controller includes: a first computing unit configured tocompute control information that is directed to a traveling control ofan own vehicle, on a basis of map information, positioning informationthat indicates a position of the own vehicle, and lane line informationrelated to a lane line ahead of the own vehicle; a traveling controlunit configured to perform the traveling control of the own vehicle, ona basis of the control information; a first calculating unit configuredto calculate a plurality of estimated positions, on a basis of aplurality of computing methods that are based on information on a pastposition of the own vehicle, in which the estimated positions are eachrelated to a current position of the own vehicle; a second calculatingunit configured to calculate cumulatively-variable estimated positionreliability, on a basis of a result of a comparison between pieces ofpositional information, including information on one or more of theplurality of estimated positions; and a second computing unit configuredto compute the control information, on a basis of one or more of theplurality of estimated positions, in which the second computing unitcomputes the control information when one or both of the positioninginformation and the lane line information is undetectable. The travelingcontrol unit is configured to continue the traveling control until theestimated position reliability becomes equal to or less than athreshold, when one or both of the positioning information and the laneline information is undetectable.

An aspect of the technology provides a traveling controller for vehicle.The traveling controller includes circuitry configured to computecontrol information that is directed to a traveling control of an ownvehicle, on a basis of map information, positioning information thatindicates a position of the own vehicle, and lane line informationrelated to a lane line ahead of the own vehicle, perform the travelingcontrol of the own vehicle, on a basis of the control formation,calculate a plurality of estimated positions, on a basis of a pluralityof computing methods that are based on information on a past position ofthe own vehicle, in which the estimated positions are each related to acurrent position of the own vehicle, calculate cumulatively-variableestimated position reliability, on a basis of a result of a comparisonbetween pieces of positional information, including information on oneor more of the plurality of estimated positions, computes the controlinformation, on a basis of one or more of the plurality of estimatedpositions, when one or both of the positioning information and the laneline information is undetectable, and continue the traveling controluntil the estimated position reliability becomes equal to or less than athreshold, when one or both of the positioning information and the laneline information is undetectable.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram illustrating an example of a vehicle provided with avehicle control system that includes a traveling controller for vehicleaccording to an implementation of the technology.

FIG. 2 is a flowchart illustrating an example of a traveling controlroutine.

FIG. 3 is a diagram illustrating an example of a procedure forcalculating traveling route information and estimated positionreliability for a normal situation.

FIG. 4 is a diagram illustrating an example of a procedure forcalculating the traveling route information and the estimated positionreliability for a situation where lane line information is unobtainable.

FIG. 5 is a diagram illustrating an example of a procedure forcalculating the traveling route information and the estimated positionreliability for a situation where positioning information isunobtainable.

FIG. 6 is a diagram illustrating an example of a procedure forcalculating the traveling route information and the estimated positionreliability for a situation where both the lane line information and thepositioning information are unobtainable.

FIG. 7 is a diagram illustrating deviations between a position of an ownvehicle that is determined by localization and a position of the ownvehicle that is determined by positioning.

DETAILED DESCRIPTION

In general, it is desirable that a traveling controller for vehicle beable to continue an appropriate traveling control.

It is desirable to provide a traveling controller for vehicle that makesit possible to continue an appropriate traveling control.

In the following, some implementations of the technology are describedin detail with reference to the accompanying drawings. FIG. 1 to FIG. 7illustrate one implementation of the technology.

Note that the following description is directed to an illustrativeexample of the disclosure and not to be construed as limiting to thetechnology. Factors including, without limitation, numerical values,shapes, materials, components, positions of the components, and how thecomponents are coupled to each other are illustrative only and not to beconstrued as limiting to the technology. Further, elements in thefollowing example implementation which are not recited in a most-genericindependent claim of the disclosure are optional and may be provided onan as-needed basis. The drawings are schematic and are not intended tobe drawn to scale. Throughout the present specification and thedrawings, elements having substantially the same function andconfiguration are denoted with the same reference numerals to avoid anyredundant description.

Referring to FIG. 1, a vehicle 1, or an “own vehicle” 1, may be providedwith a vehicle control system 2 that mainly performs a travelingcontrol. The vehicle 1 may be an automobile, although any implementationof the technology is applicable to any vehicle including the automobile.

The vehicle control system 2 may include devices such as a travelingcontroller 10, an engine controller 20, a brake controller 30, asteering controller 40, a traveling environment recognizer 50, a mapinformation processor 60, and a positioning unit 70. These devices maybe coupled to each other through a communication bus 100 that forms avehicle-mounted network.

The communication bus 100, and the controllers coupled thereto, may becoupled to various sensors that detect driving states, various settingswitches, and various operating switches. FIG. 1 illustrates animplementation in which a vehicle speed sensor 6, a yaw rate sensor 7, adirection sensor 8, and a steering angle sensor 9 are coupled to thecommunication bus 100. The vehicle speed sensor 6 may detect a speed ofthe own vehicle 1. The yaw rate sensor 7 may detect a yaw rate. Thedirection sensor 8 may be a gyro sensor without limitation, and maydetect a direction of travel of the own vehicle 1. The steering anglesensor 9 may detect a steering angle.

The traveling controller 10 may perform a driving assist on a drivingoperation performed by a driver. The driving assist may includeautomatic driving in which the driver's operation is not required. Thetraveling controller 10 may execute various types of driving assistcontrol. Non-limiting examples of the driving assist control mayinclude: an adaptive cruise control (ACC) that allows for functions suchas preceding-vehicle overtaking, lane keeping, or expressway merging; anobstacle avoidance control; a control for temporary stop andintersection passage by means of detection of a road sign and a trafficsignal; and a control for emergency evacuation toward on a road shoulderupon occurrence of abnormality. These types of driving assist controlmay be executed, for example, on the basis of: traveling environmentinformation related to a traveling environment around the own vehicle 1recognized by the traveling environment recognizer 50; map informationobtained from the map information processor 60; positional informationor “positioning information” related to a position of the own vehicle 1determined by the positioning unit 70; and information on detection ofthe driving states of the own vehicle 1 detected by the various sensors.In one implementation, the traveling environment recognizer 50 may serveas a traveling environment information acquiring unit. In oneimplementation, the map information processor 60 may serve as a “mapinformation storage”. In one implementation, the positioning unit 70 mayserve as a “positioning unit”.

The engine controller 20 may control an operating state of anunillustrated engine provided in the own vehicle 1. For example, theengine controller 20 may perform various controls such as a fuelinjection control, an ignition timing control, or an electronic throttlevalve position control. These example controls may be performed on thebasis of intake air volume, a throttle position, an engine coolanttemperature, an intake air temperature, an air-fuel ratio, a crankangle, an accelerator position, and any other vehicle information, forexample.

The brake controller 30 may control an unillustrated brake device offour wheels of the own vehicle 1 independently of the driver's brakingoperation, on the basis of a brake switch status, a rotational speed ofeach of the four wheels, the steering angle, the yaw rate, and any othervehicle information, for example. When information on braking force foreach wheel is received from the traveling controller 10, the brakecontroller 30 may calculate, on the basis of information on the brakingforce, a brake fluid pressure to be applied to each wheel to actuate anunillustrated brake driver. By actuating the brake driver on the basisof the calculated brake fluid pressure, the brake controller 30 mayperform a yaw moment control and a yaw brake control that control a yawmoment to be added to the own vehicle 1, such as an antilock brakesystem (ABS) control or an antiskid control.

The steering controller 40 may control assist torque generated by anunillustrated electric power steering motor provided in a steeringsystem of the own vehicle 1, on the basis of the vehicle speed, thesteering torque based on an input received from the driver of the ownvehicle 1, the steering angle, the yaw rate, and any other vehicleinformation, for example. The steering controller 40 may allow for alane keeping control that keeps the own vehicle 1 within a travelinglane and a lane deviation prevention control that prevents the ownvehicle 1 from deviating from the traveling lane. The steering angle orthe steering torque, necessary for the lane keeping control and the lanedeviation prevention control, may be calculated by the travelingcontroller 10, and the calculated steering angle or the calculatedsteering torque may he supplied to the steering controller 40. Theelectric power steering motor may be driven and controlled in accordancewith a control amount supplied to the steering controller 40.

The traveling environment recognizer 50 may include a camera device anda radar device. The camera device may capture an image of an environmentoutside the own vehicle 1, and may process thus-obtained imageinformation. The camera device may be, for example but not limited to, astereo camera, a monocular camera, or a color camera. The radar devicemay receive reflected waves derived from a three-dimensional objectpresent around the own vehicle 1. The radar device may be, for examplebut not limited to, a LiDAR, a millimeter-wave radar, or aultrasonic-wave radar. In the present implementation, the travelingenvironment recognizes 50 may include a stereo camera unit 3 as a maincomponent of the traveling environment recognizer 50. The stereo cameraunit 3 may perform stereo imaging of a region in front of the ownvehicle 1, and may recognize an object three-dimensionally from thethus-obtained image information. The traveling environment recognizer 50may further include lateral radar units 4 and rear radar units 5. Thelateral radar units 4 may detect an object present in a region in frontof and on the sides of the own vehicle 1. The rear radar units 5 maydetect an object present at the rear of the own vehicle 1 by means of,for example but not limited to, microwaves.

The stereo camera unit 3 may be provided with a stereo camera includingtwo cameras, i.e., right and left cameras 3 a and 3 b. For example, theright and left cameras 3 a and 3 b may be provided at a location that isan upper part of the vehicle interior, in the vicinity of a rearviewmirror, and behind a windshield. The right and left cameras 3 a and 3 beach may include an imaging device such as a CCD or CMOS, and may havetheir respective shutters that are driven in synchronization with eachother. The right and left cameras 3 a and 3 b may be fixed with apredetermined baseline provided therebetween.

The stereo camera unit 3 may be integrally provided with an imageprocessor that performs a stereo image process on a pair of imagescaptured by the right and left cameras 3 a and 3 b. By performing thestereo image process, the image processor may acquire information on athree-dimensional position, in real space, of an object present in frontof the own vehicle 1, such as a preceding vehicle. On the basis ofparallax data and an image coordinate value of the object obtainedthrough the stereo image process, the three-dimensional position of theobject may be converted into a coordinate value in the three-dimensionalspace, where a vehicle width direction, a vehicle height direction, anda vehicle length direction (i.e., a and a Z-axis direction, and where aroad surface directly below the middle of the stereo camera unit 3 isdefined as a point of origin, for example.

For example, the stereo camera unit 3 may perform a stereo matchingprocess on the pair of images captured by the right and left cameras 3 aand 3 b. By performing the stereo matching process, the stereo cameraunit 3 may determine a pixel offset amount (i.e., a parallax) betweencorresponding positions in the respective right and left images andgenerate a distance image that represents a distribution of distanceinformation determined from the pixel offset amount. Further, the stereocamera unit 3 may perform a known grouping process on the distributionof distance information to three-dimensionally recognize a factor.Non-limiting examples of the factor may include: a lane line of a roadon which the own vehicle 1 travels, such as a white line or any othercolored line; a preceding vehicle that travels ahead of the own vehicle1; an oncoming vehicle that travels on the opposing lane; and variousthree-dimensional objects such as a roadside sign, a traffic signal, oran obstacle on the road. The recognized factor may be obtained as thetraveling environment information.

The lateral radar units 4 each may be a proximity radar that detects anobject present relatively close to the own vehicle 1. For example, thelateral radar units 4 may be disposed at right and left corners of afront bumper. The lateral radar units 4 may transmit radar waves such asmicrowaves or high-bandwidth millimeter waves to the outside and receivereflected waves derived from an object. Thus, the lateral radar units 4may measure a distance to and a direction of the object presentdiagonally in front of the own vehicle 1, which is outside the field ofview of the stereo camera unit 3.

The rear radar units 5 may be disposed at right and left corners of arear bumper, for example. The rear radar units 5 may likewise transmitradar waves to the outside and receive the reflected waves derived froman object to thereby measure a distance to and a direction of the objectpresent in a region directly and diagonally behind the own vehicle 1.

The map information processor 60 may be provided with a map database DB.The map information processor 60 may locate, on the basis of positionaldata (or the positioning information) of the own vehicle 1 determined bythe positioning unit 70, the own vehicle position on map data (or themap information) of the map database DB, and may output the thus-locatedown vehicle position. For example, the map database DB may include mapdata directed to navigation. The map data directed to the navigation maybe referenced when a vehicle traveling route guidance is performed, orwhen a current position of the own vehicle 1 is displayed. The mapdatabase DB may also include map data directed to a traveling control.The map data directed to the traveling control may be higher in detailthan the map data directed to the navigation, and referenced when thedriving assist control, including the automatic driving, is performed.

The map data directed to the navigation provided in the map database DBmay contain a previous node and a subsequent node that are coupled to acurrent node via their respective links. Each link may containinformation on a factor such as a traffic signal, a road sign, or abuilding. The high-definition map data directed to the traveling controlmay have a plurality of data points between any node and a subsequentnode. Each of the data points may contain road shape data and travelingcontrol data. The road shape data may be directed to a factor such as acurvature, a lane width, or a road shoulder width of a road along whichthe own vehicle 1 travels. The traveling control data may be directed toa factor such as a road azimuth, a type of lane line of the road, or thenumber of lanes. The data points each may contain the road shape dataand the traveling control data, together with attribute data that isrelated to a factor such as data reliability or data updated dates.

Further, the map information processor 60 may maintain and manage themap database DB and verify the nodes, the links, and the data points ofthe map database DB to thereby keep the latest state of the map databaseDB constantly. The map information processor 60 may also create and addnew data for any region on the map database DB in which data is absentto thereby construct a more detailed map database DB. Updating of themap database DB and adding of the new data to the map database DB may beperformed through checking the positional data determined by thepositioning unit 70 against data stored in the map database DB, i.e.,performed through map matching.

The positioning unit 70 may perform positioning of the own vehicleposition by means of satellite navigation. The satellite navigation mayperform positioning on the basis of signals transmitted from a pluralityof satellites. For example, the positioning unit 70 may receive signals,transmitted from a plurality of navigation satellites 200, that includeinformation related to satellites' orbits and the current time. Thenavigation satellites 200 may be GNSS satellites without limitation. Onthe basis of the received signals, the positioning unit 70 may performthe positioning of the own vehicle position as a three-dimensionalabsolute position. It is to be noted that only one navigation satelliteis illustrated in FIG. 1 for illustration purpose.

A description is given next, with reference to a flowchart of atraveling control routine illustrated by way of example in FIG. 2, of anexample of the traveling control to be executed by the travelingcontroller 10. In the present implementation, the traveling controller10 may perform the following example processes to thereby achieve itsfunctions as a control information computing unit, an abnormal-situationcontrol information computing unit, an estimated position calculatingunit, an estimated position reliability calculating unit, and atraveling control unit. In one implementation, the control informationcomputing unit may serve as a “first computing unit”. In oneimplementation, the abnormal-situation control information computingunit may serve as a “second computing unit”. In one implementation, theestimated position calculating unit may serve as a “first calculatingunit”. In one implementation, the estimated position reliabilitycalculating unit may serve as a “second calculating unit”. In oneimplementation, the traveling control unit may serve as a “travelingcontrol unit”.

The traveling control routine may be repeatedly carried out for each settime. Upon start of the routine, the traveling controller 10 may firstdetermine in step S101 whether the traveling environment recognizer 50has properly recognized the lane lines that define the own vehicletraveling lane along which the own vehicle 1 travels.

A flow may proceed to step S102 when the traveling controller 10determines in step S101 that the traveling environment recognizer 50 hasproperly recognized the lane lines (S101: YES). The flow may proceed tostep S103 when the traveling controller 10 determines in step S101 thatthe traveling environment recognizer 50 has not properly recognized thelane lines (S101: NO).

When the flow proceeds to step S102 from step S101, the travelingcontroller 10 may determine, from the signals received from thesatellites 200, whether the positioning information of the own vehicle 1has been acquired by the positioning unit 70. In other words, thetraveling controller 10 may determine whether the own vehicle positionhas been acquired through the positioning unit 70.

The flow may proceed to step S104 when the traveling controller 10determines in step S102 that the positioning information of the ownvehicle 1 has been acquired (S102: YES). The flow may proceed to stepS105 when the traveling controller 10 determines in step S102 that thepositioning information of the own vehicle 1 has not been acquired(S102: NO).

When the flow proceeds to step S103 from step S101, the travelingcontroller 10 may determine, from the signals received from thesatellites 200, whether the positioning information of the own vehicle 1(or the own vehicle position) has been acquired by the positioning unit70.

The flow may proceed to step S106 when the traveling controller 10determines in step S103 that the positioning information of the ownvehicle 1 has been acquired by the positioning unit 70 (S103: YES). Theflow may proceed to step S107 when the traveling controller 10determines in step S103 that the positioning information of the ownvehicle 1 has not been acquired by the positioning unit 70 (S103: NO).

When the flow proceeds to step S104 from step S102, the travelingcontroller 10 may compute the control information directed to a controlof the own vehicle 1 for a normal situation in which both lane lineinformation of the own vehicle traveling lane and the positioninginformation of the own vehicle 1 have been acquired. Further, in stepS104, the traveling controller 10 may calculate a plurality of estimatedpositions for the current own vehicle position on the basis of aplurality of computing methods that use information on a past positionof the own vehicle 1. In addition, in step S104, the travelingcontroller 10 may calculate estimated position reliability on the basisof a result of comparison between pieces of positional information,including information on one or more of the estimated positions.

Processes performed as described above in step S104 may be performed inaccordance with an example procedure illustrated in FIG. 3.

In step S201, the traveling controller 10 may perform localization onthe basis of the lane lines and the map data.

For example, the traveling controller 10 may calculate a lateralposition of the own vehicle 1 (i.e., an “own vehicle lateral position”)in the own vehicle traveling lane on the map data, through comparing arelative position with coordinates of the lane lines on the map data.The relative position may be a relative position between the own vehicle1 and right and left lane lines recognized by the traveling environmentrecognizer 50. In addition, for example, when a branch starting point(i.e., a branching point) of a branch road is recognized ahead of theown vehicle 1 in the own vehicle traveling lane on the basis of the lanelines, the traveling controller 10 may calculate a front-rear positionof the own vehicle 1 (i.e., an “own vehicle front-rear position”) in theown vehicle traveling lane on the map data, through comparing a distancefrom the own vehicle 1 to the branching point with coordinates of thebranching point on the map data. It is to be noted that, even when nobranch road or any other factor exists ahead of the own vehicle 1 in theown vehicle traveling lane, it is also possible for the travelingcontroller 10 to calculate the own vehicle position (or the own vehiclefront-rear position) in the own vehicle traveling lane on the map data,through comparing an azimuth of the own vehicle 1 determined from, forexample, a curvature of the own vehicle traveling lane recognized by thetraveling environment recognizer 50 with an azimuth determined from, forexample, a curvature of the corresponding road on the map data.

In step S202, the traveling controller 10 may correct the own vehicleposition (i.e., coordinates) on the map data that has been localized instep S201.

In step S203, the traveling controller 10 may calculate controlreliability directed to execution of the traveling control, on the basisof a comparison between, for example, a road shape that is determinedfrom the lane lines recognized by the traveling environment recognizer50 and a road shape, based on coordinates of the positioninginformation, on the map data. In this calculation of the controlreliability, for example, a level of coincidence between the road shape(based on a factor such as a width or a curvature of a road) that isdetermined from the lane lines and the road shape (based on a factorsuch as a width or a curvature of the road) on the map data may becalculated by means of a predetermined method. A level of thethus-calculated control reliability may become higher as the level ofcoincidence becomes higher.

In step S204, when the control reliability calculated in step S203 isequal to or greater than a set threshold, the traveling controller 10may set a target course directed to the execution of the travelingcontrol (or the automatic driving control), and may calculate controlinformation that is based on the set target course. For example, for thecontrol information, the traveling controller 10 may calculate a controlparameter such as a curvature, a yaw angle, or a lateral position whichis based on the set target course.

Accordingly, in the normal situation in which both the lane lineinformation of the own vehicle traveling lane and the positioninginformation of the own vehicle 1 have been acquired, the travelingcontroller 10 may calculate the control reliability by means of the laneline information and the positioning information. Further, in a casewhere the thus-calculated control reliability is equal to or greaterthan a predetermined threshold, the traveling controller 10 maycalculate the control information directed to the execution of thetraveling control after having located the own vehicle position.

In step S205, the traveling controller 10 may calculate deviations asGNSS correction values. The GNSS correction values may serve ascorrection values for the positioning information. For example,referring to FIG. 7, the traveling controller 10 may calculate adeviation between the lateral position of the own vehicle 1 on the mapdata determined from the coordinates of the own vehicle positionlocalized in step S201 and the lateral position of the own vehicle 1 onthe map data determined from the coordinates of a GNSS own vehicleposition, which are based on the coordinates of the own vehicle positionon the map data calculated from GNSS measurements. The travelingcontroller 10 may also calculate a deviation between the front-rearposition of the own vehicle 1 on the map data determined from thecoordinates of the own vehicle position localized in step S201 and thefront-rear position of the own vehicle 1 on the map data determined fromthe coordinates of the GNSS own vehicle position as illustrated in FIG.7.

In step S206, the traveling controller 10 may calculate GNSS correctionvalue reliability on the basis of a comparison between thecurrently-calculated GNSS correction value and the previously-calculatedGNSS correction value. In the present implementation, for example, thetraveling controller 10 may calculate a reliability correction valuethat corresponds to a deviation between the previously-calculated GNSScorrection value and the currently-calculated GNSS correction value, andmay calculate new GNSS correction value reliability through adding thethus-calculated reliability correction value to a previous value of theGNSS correction value reliability. The thus-calculated reliabilitycorrection value may take a positive value when the deviation betweenthe previously-calculated GNSS correction value and thecurrently-calculated GNSS correction value is equal to or less than apredetermined value, and may take a negative value when the samedeviation is greater than the same predetermined value. Accordingly, avalue of the thus-calculated GNSS correction value reliability maybecome higher as a state in which the deviation is equal to or less thanthe predetermined value lasts longer.

In step S207, the traveling controller 10 may store the GNSS correctionvalue reliability calculated in step S206 in a memory provided in thetraveling controller 10.

In step S208, the traveling controller 10 may calculate an estimatedposition for the current own vehicle position through correcting thepositioning information currently acquired by the positioning unit 70with the previous (or most-recent) GNSS correction value. The previous(or most-recent) GNSS correction value may be a piece of information ona past position of the own vehicle 1.

In step S209, the traveling controller 10 may calculate GNSS reliabilityas estimated position reliability, on the basis of a comparison betweenthe own vehicle position localized in step S201 and the estimatedposition calculated in step S208, for example. In the presentimplementation, for example, the traveling controller 10 may calculate areliability correction value that corresponds to a deviation between theown vehicle position localized in step S201 and the estimated positioncalculated in step S208, and may calculate new GNSS reliability throughadding the thus-calculated reliability correction value to a previousvalue of the GNSS reliability. The thus-calculated reliabilitycorrection value may take a positive value when the aforementioneddeviation between the own vehicle position localized in step S201 andthe estimated position calculated in step S208 is equal to or less thana predetermined value, and may take a negative value when the samedeviation is greater than the same predetermined value. Accordingly, avalue of the GNSS reliability may cumulatively become higher as a statein which the deviation is equal to or less than the predetermined valuelasts longer.

In step S210, the traveling controller 10 may store the GNSS reliabilitycalculated in step S209 in the memory provided in the travelingcontroller 10.

In step S211, the traveling controller 10 may calculate may performdead-reckoning of) an estimated position for the current own vehicleposition, on the basis of a kinetic state of the own vehicle 1 and thepreviously (or most-recently) localized own vehicle position. Forexample, the kinetic state of the own vehicle 1 may be calculated bymeans of the yaw rate.

In step S212, the traveling controller 10 may calculate GNSSdead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the estimated position calculated in stepS208 and the estimated position calculated in step S211, for example. Inthe present implementation, for example, the traveling controller 10 maycalculate a reliability correction value that corresponds to a deviationbetween the estimated position calculated in step S208 and the estimatedposition calculated in step S211, and may calculate new GNSSdead-reckoning reliability through adding the thus-calculatedreliability correction value to a previous value of the GNSSdead-reckoning reliability. The thus-calculated reliability correctionvalue may take a positive value when the aforementioned deviationbetween the estimated position calculated in step S208 and the estimatedposition calculated in step S211 is equal to or less than apredetermined value, and may take a negative value when the samedeviation is greater than the same predetermined value. Accordingly, avalue of the GNSS dead-reckoning reliability may cumulatively becomehigher as a state in which the deviation is equal to or less than thepredetermined value lasts longer.

In step S213, the traveling controller 10 may store the GNSSdead-reckoning reliability calculated in step S212 in the memoryprovided in the traveling controller 10.

In step S214, the traveling controller 10 may calculate firstdead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the own vehicle position localized in stepS201 and the estimated position calculated in step S211, for example. Inthe present implementation, for example, the traveling controller 10 maycalculate a reliability correction value that corresponds to a deviationbetween the own vehicle position localized in step S201 and theestimated position calculated in step S211, and may calculate new firstdead-reckoning reliability through adding the thus-calculatedreliability correction value to a previous value of the firstdead-reckoning reliability. The thus-calculated reliability correctionvalue may take a positive value when the aforementioned deviationbetween the own vehicle position localized in step S201 and theestimated position calculated in step S211 is equal to or less than apredetermined value, and may take a negative value when the samedeviation is greater than the same predetermined value. Accordingly, avalue of the first dead-reckoning reliability may cumulatively becomehigher as a state in which the deviation is equal to or less than thepredetermined value lasts longer.

In step S215, the traveling controller 10 may estimate the yaw ratefrom, for example, a vehicle model that uses the steering angle.Further, the traveling controller 10 may calculate (i.e., may performdead-reckoning of) an estimated position for the current own vehicleposition, on the basis of a kinetic state of the own vehicle 1 and thepreviously (or most-recently) localized own vehicle position. Forexample, the kinetic state of the own vehicle 1 may be calculated bymeans of the estimated yaw rate.

In step S216, the traveling controller 10 may calculate seconddead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the estimated position calculated in stepS211 and the estimated position calculated in step S215. In the presentimplementation, for example, the traveling controller 10 may calculate areliability correction value that corresponds to a deviation between theestimated position calculated in step S211 and the estimated positioncalculated in step S215, and may calculate new second dead-reckoningreliability through adding the thus-calculated reliability correctionvalue to a previous value of the second dead-reckoning reliability. Thethus-calculated reliability correction value may take a positive valuewhen the aforementioned deviation between the estimated positioncalculated in step S211 and the estimated position calculated in stepS215 is equal to or less than a predetermined value, and may take anegative value when the same deviation is greater than the samepredetermined value. Accordingly, a value of the second dead-reckoningreliability may cumulatively become higher as a state in which thedeviation is equal to or less than the predetermined value lasts longer.

In step S217, the traveling controller 10 may store the firstdead-reckoning reliability calculated in step S214 and the seconddead-reckoning reliability calculated in step S216 in the memoryprovided in the traveling controller 10.

When the flow proceeds to step S105 from step S102 in the flowchartillustrated in FIG. 2, the traveling controller 10 may compute controlinformation directed to a control of the own vehicle 1 for an abnormalsituation in which the lane line information of the own vehicletraveling lane is unobtainable. For example, the lane line informationmay not be acquired due to wear of a lane line. Further, in step S105,the traveling controller 10 may calculate a plurality of estimatedpositions for the current own vehicle position on the basis of aplurality of computing methods that use information on a past positionof the own vehicle 1. In addition, in step S105, the travelingcontroller 10 may calculate estimated position reliability on the basisof a result of comparison between pieces of positional information,including information on one or more of the estimated positions.

Processes performed as described above in step S105 may be performed inaccordance with an example procedure illustrated in FIG. 4.

In step S301, the traveling controller 10 may estimate the own vehicletraveling lane by means of information on various three-dimensionalobjects that are other than the lane lines that have been recognized bythe traveling environment recognizer 50. By estimating the own vehicletraveling lane, the traveling controller 10 may estimate the own vehicleposition on the map data. Non-limiting examples of variousthree-dimensional objects other than the lane lines may include apreceding vehicle, an oncoming vehicle, and a planimetric feature. Forexample, when the lane line information is unobtainable, the travelingcontroller 10 may estimate the curvature, or any other factor, of theown vehicle traveling lane on the basis of information other thaninformation on the lane lines, and may estimate the own vehicle positionon the map information through matching the thus-estimated curvature, orany other factor, of the own vehicle traveling lane with thecorresponding curvature, or any other corresponding factor, on the mapinformation. The information other than the information on the lanelines may relate to, without limitation, a traveling trajectory of thepreceding vehicle, a traveling trajectory of the oncoming vehicle, ashape of a guardrail, a road sign, and a traffic signal, which arerecognized by the traveling environment recognizer 50. Further, forexample, when a feature point such as a road sign or a traffic signal isrecognized ahead of the own vehicle 1 along the own vehicle travelinglane, the traveling control 10 may estimate own vehicle position (or theown vehicle front-rear position) in the own vehicle traveling lane onthe map data, through comparing a distance from the own vehicle 1 to thefeature point with coordinates of the corresponding feature point on themap data.

In step S302, the traveling controller 10 may calculate an estimatedposition for the current own vehicle position. For example, thetraveling controller 10 may correct the positioning informationcurrently acquired by the positioning unit 70 through performing anoperation similar to that performed in step S208. The travelingcontroller 10 may use, as the previous (or most-recent) GNSS correctionvalue, the GNSS correction value that is calculated immediately before(or most-recently before) the lane line information becomes unobtainableto thereby correct the positioning information currently acquired by thepositioning unit 70. By correcting the positioning information currentlyacquired by the positioning unit 70 in this way, the travelingcontroller 10 may thereby calculate the estimated position for thecurrent own vehicle position. The previous (or most-recent) GNSScorrection value may be, in other words, a previous correction value.

In step S303, the traveling controller 10 may calculate controlreliability directed to execution of the traveling control, on the basisof the own vehicle traveling lane estimated in step S301 and the ownvehicle position (i.e., the estimated position) estimated in step S302,for example. In this calculation of the control reliability, forexample, a level of coincidence between a shape (such as a curvature) ofthe own vehicle traveling lane estimated in step S301 and the road shape(such as a curvature) on the map data which corresponds to the ownvehicle position (i.e., the estimated position) estimated in step S302may be calculated by means of a predetermined method. A level of thethus-calculated control reliability may become higher as the level ofcoincidence becomes higher.

In step S304, when the control reliability calculated in step S303 isequal to or greater than a set threshold, the traveling controller 10may set a target course directed to the execution of the travelingcontrol (or the automatic driving control), and may calculate controlinformation that is based on the set target course. For example, for thecontrol information, the traveling controller 10 may calculate a controlparameter such as a curvature, a yaw angle, or a lateral position whichis based on the set target course.

Accordingly, in the abnormal situation in which the lane lineinformation of the own vehicle traveling lane is unobtainable, thetraveling controller 10 may calculate the control reliability by meansof the positioning information and the travel environment informationthat is other than the lane line information. Further, in a case wherethe calculated control reliability is equal to or greater than apredetermined threshold, the traveling controller 10 may calculate thecontrol information directed to the execution of the traveling controlafter having located the own vehicle position.

In step S305, the traveling controller 10 may calculate (i.e., mayperform dead-reckoning of) an estimated position for the current ownvehicle position, on the basis of the kinetic state of the own vehicle 1and the own vehicle position that is localized immediately before (ormost-recently before) the lane line information becomes unobtainable.For example, the kinetic state of the own vehicle 1 may be calculated bymeans of the yaw rate.

In step S306, the traveling controller 10 may calculate GNSSdead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the estimated position calculated in stepS302 and the estimated position calculated in step S305, for example. Inthe present implementation, for example, the traveling controller 10 maycalculate a reliability correction value that corresponds to a deviationbetween the estimated position calculated in step S302 and the estimatedposition calculated in step S305, and may calculate new GNSSdead-reckoning reliability through adding the thus-calculatedreliability correction value to a previous value of the GNSSdead-reckoning reliability. The thus-calculated reliability correctionvalue may take a positive value when the aforementioned deviationbetween the estimated position calculated in step S302 and the estimatedposition calculated in step S305 is equal to or less than apredetermined value, and may take a negative value when the samedeviation is greater than the same predetermined value. Accordingly, avalue of the GNSS dead-reckoning reliability may cumulatively becomehigher as a state in which the deviation is equal to or less than thepredetermined value lasts longer. However, in the present implementationin which the estimated position for the own vehicle position iscumulatively calculated on the basis of the own vehicle position that islocalized immediately before the lane line information becomesunobtainable in step S305 as described above, a detection error such asa yaw rate detection error may possibly be accumulated in the estimatedposition for the own vehicle position. Accordingly, the GNSSdead-reckoning reliability may basically decrease cumulatively as timeelapses from the moment at which the lane line information becomesunobtainable.

In step S307, the traveling controller 10 may store the GNSSdead-reckoning reliability calculated in step S306 in the memoryprovided in the traveling controller 10.

In step S308, the traveling controller 10 may estimate the yaw ratefrom, for example, the vehicle model that uses the steering angle.Further, the traveling controller 10 may calculate (i.e., may performdead-reckoning of) an estimated position for the current own vehicleposition, on the basis of the kinetic state of the own vehicle 1 and theown vehicle position that is localized immediately before (ormost-recently before) the lane line information becomes unobtainable.For example, the kinetic state of the own vehicle I may be calculated bymeans of the estimated yaw rate.

In step S309, the traveling controller 10 may calculate the seconddead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the estimated position calculated in stepS305 and the estimated position calculated in step S308. In the presentimplementation, for example, the traveling controller 10 may calculate areliability correction value that corresponds to a deviation between theestimated position calculated in step S305 and the estimated positioncalculated in step S308, and may calculate new second dead-reckoningliability through adding the thus-calculated reliability correctionvalue to a previous value of the second dead-reckoning reliability. Thethus-calculated reliability correction value may take a positive valuewhen the aforementioned deviation between the estimated positioncalculated in step S305 and the estimated position calculated in stepS308 is equal to or less than a predetermined value, and may take anegative value when the same deviation is greater than the samepredetermined value. Accordingly, a value of the second dead-reckoningreliability may cumulatively become higher as a state in which thedeviation is equal to or less than the predetermined value lasts longer.However, in the present implementation in which the estimated positionfor the own vehicle position is cumulatively calculated on the basis ofthe own vehicle position that is localized immediately before the laneline information becomes unobtainable in steps S305 and S308 asdescribed above, for example, a detection error such as the yaw ratedetection error or a steering angle detection error may possibly beaccumulated in the estimated position for the own vehicle position.Accordingly, the second dead-reckoning reliability may basicallydecrease cumulatively as time elapses from the moment at which the laneline information becomes unobtainable.

In step S310, the traveling controller 10 may store the seconddead-reckoning reliability calculated in step S309 in the memoryprovided in the traveling controller 10.

When the flow proceeds to step S106 from step S103 in the flowchartillustrated in FIG. 2, the traveling controller 10 may compute controlinformation directed to a control of the own vehicle 1 for an abnormalsituation in which the positioning information is unobtainable. Forexample, the positioning information may not be acquired due totraveling in a tunnel. Further, in step S106, the traveling controller10 may calculate a plurality of estimated positions for the current ownvehicle position on the basis of a plurality of computing methods thatuse information on a past position of the own vehicle 1. In addition, instep S106, the traveling controller 10 may calculate estimated positionreliability on the basis of a result of comparison between pieces ofpositional information, including information on one or more estimatedpositions.

Processes performed as described above in step S106 may be performed inaccordance with an example procedure illustrated in FIG. 5.

In step S401, the traveling controller 10 may perform localization onthe basis of the lane line information and the map data throughperforming processes similar to those performed in step S201.

In step S402, the traveling controller 10 may calculate (i.e., mayperform dead-reckoning of) an estimated position for the current ownvehicle position, on the basis of the kinetic state of the own vehicle 1and the previously (or most-recently) localized own vehicle position.For example, the kinetic state of the own vehicle 1 may be calculated bymeans of the yaw rate.

In step S403, the traveling controller 10 may correct the estimatedposition calculated in step S402, on the basis of the own vehicleposition (coordinates) on the map data that has been localized in stepS401.

In step S404, the traveling controller 10 may calculate controlreliability directed to execution of the traveling control, on the basisof a comparison between the road shape determined from the lane linesrecognized by the traveling environment recognizer 50 and the road shapeon the map data which corresponds to the estimated position estimated instep S402. In this calculation of the control reliability, for example,a level of coincidence between the road shape (based on a factor such asa width or a curvature of a road) that is determined from the lane linesand the corresponding road shape (based on a factor such as a width or acurvature of the road) on the map data may be calculated by means of apredetermined method. A level of the thus-calculated control reliabilitymay become higher as the level of coincidence becomes higher.

In step S405, when the control reliability calculated in step S404 isequal to or greater than a set threshold, the traveling controller 10may set a target course directed to the execution of the travelingcontrol (or the automatic driving control), and may calculate controlinformation that is based on the set target course. For example, for thecontrol information, the traveling controller 10 may calculate a controlparameter such as a curvature, a yaw angle, or a lateral position whichis based on the set target course.

Accordingly, in the abnormal situation in which the positioninginformation is unobtainable, the traveling controller 10 may calculatethe control reliability by means of the lane line information and theinformation on the estimated position of the own vehicle 1. Further, ina case where the calculated control reliability is equal to or greaterthan a predetermined threshold, the traveling controller 10 maycalculate the control information directed to the execution of thetraveling control after having located the own vehicle position.

In step S406, the traveling controller 10 may calculate firstdead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the own vehicle position localized in stepS401 and the estimated position calculated in step S402, for example. Inthe present implementation, for example, the traveling controller 10 maycalculate a reliability correction value that corresponds to a deviationbetween the own vehicle position localized in step S401 and theestimated position calculated in step S402, and may calculate new firstdead-reckoning reliability through adding the thus-calculatedreliability correction value to a previous value of the firstdead-reckoning reliability. The thus-calculated reliability correctionvalue may take a positive value when the aforementioned deviationbetween the own vehicle position localized in step S401 and theestimated position calculated in step S402 is equal to or less than apredetermined value, and may take a negative value when the samedeviation is greater than the same predetermined value. Accordingly, avalue of the first dead-reckoning reliability may cumulatively becomehigher as a state in which the deviation is equal to or less than thepredetermined value lasts longer.

In step S407, the traveling controller 10 may estimate the yaw ratefrom, for example, the vehicle model that uses the steering angle.Further, the traveling controller 10 may calculate (i.e., may performdead-reckoning of) an estimated position for the current own vehicleposition, on the basis of the kinetic state of the own vehicle 1 and thepreviously (or most-recently) localized own vehicle position. Forexample, the kinetic state of the own vehicle 1 may be calculated bymeans of the estimated yaw rate.

In step S408, the traveling controller 10 may calculate seconddead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the estimated position calculated in stepS402 and the estimated position calculated in step S407, for example. Inthe present implementation, for example, the traveling controller 10 maycalculate a reliability correction value that corresponds to a deviationbetween the estimated position calculated in step S402 and the estimatedposition calculated in step S407, and may calculate new seconddead-reckoning reliability through adding the thus-calculatedreliability correction value to a previous value of the seconddead-reckoning reliability. The thus-calculated reliability correctionvalue may take a positive value when the deviation between the estimatedposition calculated in step S402 and the estimated position calculatedin step S407 is equal to or less than a predetermined value, and maytake a negative value when the same deviation is greater than the samepredetermined value. Accordingly, a value of the second dead-reckoningreliability may cumulatively become higher as a state in which thedeviation is equal to or less than the predetermined value lasts longer.

In step S409, the traveling controller 10 may store the firstdead-reckoning reliability calculated in step S406 and the seconddead-reckoning reliability calculated in step S408 in the memoryprovided in the traveling controller 10.

When the flow proceeds to step S107 from step S103 in the flowchartillustrated in FIG. 2, the traveling controller 10 may compute controlinformation directed to a control of the own vehicle 1 for an abnormalsituation in which both the lane line information of the own vehicletraveling lane and the positioning information are unobtainable. Forexample, the lane line information may not be acquired due to wear of alane line, and the positioning information may not be acquired due totraveling in a tunnel,

Processes performed as described above in step S107 may be performed inaccordance with an example procedure illustrated in FIG. 6.

In step S501, the traveling controller 10 may estimate the own vehicletraveling lane through performing processes similar to those performedin step S301. For example, the traveling controller 10 may useinformation on various three-dimensional objects that have beenrecognized by the traveling environment recognizer 50 to estimate theown vehicle traveling lane. Non-limiting examples of the variousthree-dimensional objects may include a preceding vehicle, an oncomingvehicle, and a planimetric feature.

In step S502, the traveling controller 10 may calculate (i.e., mayperform dead-reckoning of) an estimated position for the current ownvehicle position, on the basis of the kinetic state of the own vehicle 1and the own vehicle position that is localized immediately before (ormost-recently before) the lane line information becomes unobtainable.For example, the kinetic state of the own vehicle 1 may be calculated bymeans of the yaw rate.

In step S503, the traveling controller 10 may calculate controlreliability directed to execution of the traveling control, on the basisof the own vehicle traveling lane estimated in step S501 and the ownvehicle position (i.e., the estimated position) estimated in step S502,for example. In this calculation of the control reliability, forexample, a level of coincidence between a shape (such as a curvature) ofthe own vehicle traveling lane estimated in step S501 and a road shape(such as a curvature) on the map data which corresponds to the ownvehicle position (i.e., the estimated position) estimated in step S502may be calculated by means of a predetermined method. A level of thethus-calculated control reliability may become higher as the level ofcoincidence becomes higher.

In step S504, when the control reliability calculated in step S503 isequal to or greater than a set threshold, the traveling controller 10may set a target course directed to the execution of the travelingcontrol (or the automatic driving control), and may calculate controlinformation that is based on the set target course. For example, for thecontrol information, the traveling controller 10 may calculate a controlparameter such as a curvature, a yaw angle, or a lateral position whichis based on the set target course.

Accordingly, in the abnormal situation in which both the lane lineinformation of the own vehicle traveling lane and the positioninginformation are unobtainable, the traveling controller 10 may calculatethe control reliability by means of the information on the estimatedposition of the own vehicle 1 and the travel environment informationthat is other than the lane line information. Further, in a case wherethe calculated control reliability is equal to or greater than apredetermined threshold, the traveling controller 10 may calculate thecontrol information directed to the execution of the traveling controlafter having located the own vehicle position.

In step S505, the traveling controller 10 may estimate the yaw ratefrom, for example, the vehicle model that uses the steering angle.Further, the traveling controller 10 may calculate (i.e., may performdead-reckoning an estimated position for the current own vehicleposition, on the basis of the kinetic state of the own vehicle 1 and theown vehicle position localized immediately before (or most-recentlybefore) the lane line information becomes unobtainable. For example, thekinetic state of the own vehicle 1 may be calculated by means of theestimated yaw rate.

In step S506, the traveling controller 10 may calculate seconddead-reckoning reliability as estimated position reliability, on thebasis of a comparison between the estimated position calculated in stepS502 and the estimated position calculated in step S505. In the presentimplementation, for example, the traveling controller 10 may calculate areliability correction value that corresponds to a deviation between theestimated position calculated in step S502 and the estimated positioncalculated in step S505, and may calculate new second dead-reckoningreliability through adding the thus-calculated reliability correctionvalue to a previous value of the second dead-reckoning reliability. Thethus-calculated reliability correction value may take a positive valuewhen the aforementioned deviation between the estimated positioncalculated in step S502 and the estimated position calculated in stepS505 is equal to or less than a predetermined value, and may take anegative value when the same deviation is greater than the samepredetermined value. Accordingly, a value of the second dead-reckoningreliability may cumulatively become higher as a state in which thedeviation is equal to or less than the predetermined value lasts longer.However, in the present implementation in which the estimated positionfor the own vehicle position is cumulatively calculated on the basis ofthe own vehicle position that is localized immediately before the laneline information becomes unobtainable in steps S502 and S505 asdescribed above, a detection error such as the yaw rate detection erroror the steering angle detection error may possibly be accumulated in theestimated position for the own vehicle position. Accordingly, the seconddead-reckoning reliability may basically decrease cumulatively as timeelapses from the moment at which the lane line information becomesunobtainable.

In step S507, the traveling controller 10 may store the seconddead-reckoning reliability calculated in step S506 in the memoryprovided in the traveling controller 10.

When the flow proceeds to step S108 from step S104 in the flowchartillustrated in FIG. 2, the traveling controller 10 may determine whetherthe control information directed to the control of the own vehicle 1 inthe normal situation has been calculated. For example, the travelingcontroller 10 may determine whether the current control reliability isequal to or greater than a predetermined threshold, and whether thecontrol information directed to the execution of the traveling controlhas been calculated.

The flow may proceed to step S111 when the traveling controller 10determines in step S108 that the control information has been calculated(S108: YES). The flow may proceed to step S112 when the travelingcontroller 10 determines in step S108 that the control information hasnot been calculated (S108: NO).

When the flow proceeds to step S109 from step S105, S106, or S107, thetraveling controller 10 may determine whether the control informationdirected to the control of the own vehicle 1 in the abnormal situationhas been calculated. For example, the traveling controller 10 maydetermine whether the current control reliability is equal to or greaterthan a predetermined threshold, and whether the control informationdirected to the execution of the traveling control has been calculated.

The flow may proceed to step S110 when the traveling controller 10determines in step S109 that the control information has been calculated(S109: YES). The flow may proceed to step S112 when the travelingcontroller 10 determines in step S109 that the control information hasnot been calculated (S109: NO).

When the flow proceeds to step S110 from step S109, the travelingcontroller 10 may determine whether currently-calculated estimatedposition reliability is equal to or less than a set threshold. Forexample, the traveling controller 10 may determine whether thecurrently-calculated estimated position reliability is equal to or lessthan reliability of fifty percent. Note that the set threshold is notlimited to the reliability of fifty percent.

The flow may proceed to step S111 when the traveling controller 10determines in step S110 that all of the estimated position reliabilitiesare greater than the set threshold (5110: NO). The flow may proceed tostep S112 when the traveling controller 10 determines in step S110 thatone or more of the estimated position reliabilities is equal to or lessthan the set threshold (S110: YES).

When the flow proceeds to step S111 from step S108 or S110, thetraveling controller 10 may execute the traveling control on the basisof the currently-calculated control information. The flow may exit theroutine thereafter.

When the flow proceeds to step S112 from step S108, S109, or S110, thetraveling controller 10 may discontinue the traveling control in a casewhere the traveling control is currently in execution. The flow may exitthe routine thereafter.

According to the foregoing example implementation, the plurality ofestimated positions related to the current position of the own vehiclemay be calculated on the basis of the plurality of computing methodsthat use the information on the past position of the own vehicle.Further, the estimated position reliability may be calculated on thebasis of a result of comparison between the pieces of positionalinformation, including the information on one or more estimatedpositions. In a case where one or both of the positioning informationand the lane line information is undetectable, the control informationdirected to the traveling control may be computed by means of theinformation on one or more of the plurality of estimated positions.Thus, the traveling control is continued until one or more of theestimated position reliabilities becomes equal to and less than athreshold even in the case where one or both of the positioninginformation and the lane line information becomes undetectable. Hence,it is possible to continue an appropriate traveling control even in acase where information for use in directly recognizing a traveling routeof the own vehicle becomes unobtainable.

For example, when the lane line information becomes unobtainable by thetraveling environment recognizer 50, it may possibly become difficult todirectly recognize a traveling route of the own vehicle 1 from thetraveling environment information, and may possibly become difficult todirectly correct the positioning information using the travelingenvironment information as well. In contrast, even in such a case, oneimplementation makes it possible to calculate the estimated position forthe current own vehicle position through, for example, correcting thecurrently-acquired positioning information with the previous GNSScorrection value. The previous GNSS correction value is a piece ofinformation related to a past position of the own vehicle 1.

In addition, for example, one implementation makes it possible tocalculate the estimated position for the current own vehicle position onthe basis of the kinetic state of the own vehicle 1 and thepreviously-localized own vehicle position. The kinetic state of the ownvehicle 1 may be calculated by means of the yaw rate, for example.

In addition, for example, one implementation makes it possible tocalculate the estimated position for the current own vehicle position onthe basis of the kinetic state of the own vehicle 1 and the previouslylocalized own vehicle position. The kinetic state of the own vehicle Imay be calculated by means of the yaw rate that is estimated from thevehicle model that uses the steering angle, for example.

By computing the control information by means of one or more of theseestimated positions, one implementation makes it possible to continuethe traveling control. In such an implementation, thecumulatively-variable estimated position reliability may be calculatedon the basis of the result of comparison between the pieces ofpositional information, including the information on one or moreestimated positions. The estimated positions may be acquired on thebasis of methods which are different from each other. Further, in suchan implementation, the continuation of the traveling control upon asituation where the lane line information becomes unobtainable islimited to a point at which any of the estimated position reliabilitiesbecomes equal to or less than the set threshold. Hence, oneimplementation makes it possible to achieve an appropriate travelingcontrol without continuing, on the basis of information that involveslow reliability, a traveling control more than necessary.

In addition, in one implementation, the estimated position reliabilitiesmay be multiply calculated from any of various combinations of thepieces of positional information, including the information on one ormore estimated positions, and the traveling control may be discontinuedin a case where any of the estimated position reliabilities becomesequal to or less than the set threshold. Hence, one implementation makesit possible to continue the traveling control with a high degree ofreliability.

It is to be noted that workings and effects substantially similar tothose described above are achieved even in an unillustrated exampleimplementation where the positional information becomes unobtainable, orin an unillustrated example implementation where both the lane lineinformation and the positioning information become unobtainable.

It is to be noted that, in a traveling control of a vehicle in general,there is a case where information directed to recognition of a travelingroute of an own vehicle temporarily becomes unobtainable. For example,the information may temporarily become unobtainable in a case where alane becomes unrecognizable via an in-vehicle camera due to, forexample, wear of a lane line on a road, or in a case where positionalinformation (or positioning information) from satellites becomesunobtainable due to an influence of, for example but not limited to, atunnel and a group of buildings. However, even in such a case wherepredetermined information temporarily becomes unobtainable, it isdesirable that execution of the traveling control be continued as longas possible from a viewpoint of, for example, maintaining the driver'sconvenience.

The traveling controller 10 illustrated in FIG. 1 is implementable bycircuitry including at least one semiconductor integrated circuit suchas at least one processor (e.g., a central processing unit (CPU)), atleast one application specific integrated circuit (ASIC), and/or atleast one field programmable gate array (FPGA). At least one processoris configurable, by reading instructions from at least one machinereadable non-transitory tangible medium, to perform all or a part offunctions of the traveling controller 10. Such a medium may take manyforms, including, but not limited to, any type of magnetic medium suchas a hard disk, any type of optical medium such as a CD and a DVD, anytype of semiconductor memory (i.e., semiconductor circuit) such as avolatile memory and a non-volatile memory. The volatile memory mayinclude a DRAM and a SRAM, and the nonvolatile memory may include a ROMand a NVRAM. The ASIC is an integrated circuit (IC) customized toperform, and the FPGA is an integrated circuit designed to be configuredafter manufacturing in order to perform, all or a part of the functionsof the traveling controller 10 illustrated in FIG. 1.

Although some implementations of the technology have been described inthe foregoing by way of example with reference to the accompanyingdrawings, the technology is by no means limited to the implementationsdescribed above. It should be appreciated that modifications andalterations may be made by persons skilled in the art without departingfrom the scope as defined by the appended claims. The technology isintended to include such modifications and alterations in so far as theyfall within the scope of the appended claims or the equivalents thereof.

1. A traveling controller for vehicle, the traveling controllercomprising: a first computing unit configured to compute controlinformation that is directed to a traveling control of an own vehicle,on a basis of map information, positioning information that indicates aposition of the own vehicle, and lane line information related to a laneline ahead of the own vehicle; a traveling control unit configured toperforms the traveling control of the own vehicle, on a basis of thecontrol information; a first calculating unit configured to calculate aplurality of estimated positions, on a basis of a plurality of computingmethods that are based on information on a past position of the ownvehicle, the estimated positions each being related to a currentposition of the own vehicle; a second calculating unit configured tocalculate cumulatively-variable estimated position reliability, on abasis of a result of a comparison between pieces of positionalinformation, including information on one or more of the plurality ofestimated positions; and a second computing unit configured to computethe control information, on a basis of one or more of the plurality ofestimated positions, the second computing unit computing the controlinformation when one or both of the positioning information and the laneline information is undetectable, the traveling control unit beingconfigured to continue the traveling control until the estimatedposition reliability becomes equal to or less than a threshold, when oneor both of the positioning information and the lane line information isundetectable.
 2. The traveling controller for vehicle according to claim1, wherein the first calculating unit calculates one or more of theestimated positions, on a basis of a kinetic state of the own vehicleand information on a most-recent position of the own vehicle, themost-recent position of the own vehicle being obtained on a basis of thelane line information.
 3. The traveling controller for vehicle accordingto claim 2, wherein the kinetic state of the own vehicle comprises akinetic state that is based on a yaw rate that acts on the own vehicle.4. The traveling controller for vehicle according to claim 2, whereinthe kinetic state of the own vehicle comprises a kinetic state that isbased on a vehicle model, the vehicle model being based on a steeringangle of the own vehicle.
 5. A traveling controller for vehicle, thetraveling controller comprising circuitry configured to compute controlinformation that is directed to a traveling control of an own vehicle,on a basis of map information, positioning information that indicates aposition of the own vehicle, and lane line information related to a laneline ahead of the own vehicle, perform the traveling control of the ownvehicle, on a basis of the control information, calculate a plurality ofestimated positions, on a basis of a plurality of computing methods thatare based on information on a past position of the own vehicle, theestimated positions each being related to a current position of the ownvehicle, calculate cumulatively-variable estimated position reliability,on a basis of a result of a comparison between pieces of positionalinformation, including information on one or more of the plurality ofestimated positions, compute the control information, on a basis of oneor more of the plurality of estimated positions, when one or both of thepositioning information and the lane line information is undetectable,and continue the traveling control until the estimated positionreliability becomes equal to or less than a threshold, when one or bothof the positioning information and the lane line information isundetectable.